Air brake



H.' N. SUDDUTH Nov. 28, 1944.`

AIR BRAKE Filed Jan. l, 1944 2 Sheets-Sheet l La? @L Gtfornegs Now 2s, w44.

H. N. s'UDDUTH AIR BRAKE 1944 2 Sheets-Sheet 2 Filed Jan. l

.HELE/45E HOLD/NG brakes.

seal with the sealing brackets 3 l. This arrangement makes it unnecessary to use anything in the nature of an angle cock.

Interposed between the vacuum train pipe 28 and the locomotive equipment is a vacuum control valve indicated in Figure 1 by the numeral 32 applied to its body. This valve is illustrated in detail in Figures?r and 3 and will be described hereafter.;` y l There are the following connections which lead to the body 32 of the vacuum control valve: thek main vacuum connection 33 which leads frorn""' the vacuum reservoir, the brake pipe connection/1 `34 which leads from the brake pipe l1, the vac-A uum train pipe connectiony3`5 which` leads jfrorn, d the vacuum trainpipe 28,l and'a connection 36 which leads from the governor port of the automatic brake valve 3,

The only brake cylinders on the locomotive are the brake cylinders 26. It will be understood that the vacuum train pipe 28 is-intended tocontrol 'vacuum' brakes "on connected; cars just` as 'the brake pipe I1-'is intended' to control automatic pressureV brakes v'oni'connected?cars;l It follows that the locomotive can handle'cars' equipped with'either system'.v ltfcan even handle mixed equipment, that is vsome cars onI the vacuum sys# tem and sofrn'e cars on the pressure system, but in such case'it is anticipated that thecar's -`will be equipped eachwithVA a lorake'ipipeA and a vacuum poppet valve 31` which is biased to closedposition by'acoil compression spring .38. The space above the lvalve 'is in free communication with vacuum train pipe 35. `VThe space 39`below thevalve'is in free communication with'the vacuum reservoir 21 by way of the pipe 33. This assumesv that the.

lvacuurnwsystem s in. operation andk that `the cut-'out cocks in pipes '33 andV 35 rindicated on Figure 1` are open. `f l" Betweenv the space'39 below the' valve 31 and the motor chamber lll/'within cap42 is a il'exible y diaphragm motor comprising the combined di- Aaphragm and ,gasketA 3l!l and a thrust plate 40.

The center of thedivaphragm is fastened to the thrust plate and when the diaphragm is forced upward the thrustplateengag'es the valve' 31 and unseat's li Connecting I`the,f vacuumy train pipe AThe chamber 4I below thefdiaphragm motor is connected,by` the 'pipe'` 3,6 with?. v,governor port of the engineers brake valve 9.

with `the vacuum reservoirdto-establislji release The brake `valve `,has six functionalpositions..

The first Vthree of these, known `a's release,' running and holdinggfrequirerelease of the v,train Abrakes,;and the other three, known as lap, service andemergency require application ofthe train .-In release, running and" the valve 31 7a,

should be open and connection between the governor port of the valve 9 and the chamber 4| secures this result because the engineers brake valve puts the governor port under pressure in these three positions. The engineers brake valve blanks the governor port normally in lap, service and emergency positions, so some means must be provided to vent thel hamberl and allow thefval've 31 to close when `the brake valve is in lap, service or emergency position. There are .r two simple ways of securing this result.

"""Refer to Figure 4 which shows the preferred arrangement involving a modification of the rotary valve ,of the engineers brake valve 9. Figure 4-shows an vordinary H-B rotary valve and seat in diagramwith the rotary valve in lap position. The seat ports are shown in broken line. Cavities in the lower face of the rotary -valve are shown in light continuous line and ports which lead through from the top of the fiarv valve are Shown in heavy 'eetinuous line Thejgovernorigri lathe Statisindiated at ,43- The governor port in thelrotaryivalve which is a through yport is in.di cated"at 44 and has a groove extension on' the faceof thev rotary valve indicated at .45, ,The portsfM and45uare'the means used to keep the' port r43 underpressure in release, running and holdingfpositions. 3

To vent the port 4 3 in lapgservice and emergency positions an ,arcuatev groove 48 is cut in thelower face of lthe rotary valve and provided with a radial extension .[4.1whichleads to the center of the rotaryy and consequently to vthe exhaust passage ofthe engineers brake valve. It follows that ifthe rotary valve is modied as indicated yin Figure 4, Vthe valve 31.will be open in release,` running and-,holdingpositions and closed in lap,s,ervice andernergencypositions.

If for any` reason it is vdesired. to avoidlmodication of ythe engineers brake valve 9, a` standard valve lacking the groove '46 and extension 41 may befused. In such caserecourse ishad tothe arrangement shown in' Figure E-inwhch a small bleed port 48y isprovidedto 'vent -the space 41. The capacity of this port is less than'the rate at which air is suppliedthrough the port 44 tothe governor port 43 in release, running Aand holding positions. Consequently the port 48is ineffective in these three positions but willvent the chamber 4I in lap, service and emergency positions when itf'is desiredto permit the valve 31 toclose. The'onl'y objection to ythe construction shown in Figure 5 is that itis subject tosome time lag and hence is yinferiorY to the arrangement suggestedv'in `Figures 1 tolli:y inclusive. t

4.Ashas beenjstated, ythe vacuum controlv valve includes an applicationvalve.` This comprisesa large 4capacity poppet valve 5l biased rtofclose by lacoil compressionspring 52,. The lvalve5| oper-v ates to connect Ithe vacuumtrain pipe-'281,70 atinosphere` or to disconnect it-the1from. Consequerltly thebranch connection.A 35 `leads vto the space 53, below the popp'et. valve`,5. I` and thespace above that valveis `open to atmosphere..

Between the space 53 and ythe\space54 within thecap 55k is avcombined` diaphragm and gasket 56. .This is attached at its center to the thrust plate 51- which unseats the valve 5I when the diaphragm moves upward. eTo control the pressure in the .chamber` 54 use ismadeof a pilot slide valve 58. This has a cavity 59 in its seated face. The valve-functions toy connect the space 54 to a source of pressure -fluid lsuch as thebrakefpipe :(see FlgpZiL and alternatively toV out rolf tnisco'n-V '.nectlonA and` cfmnect:` the` chamberv V54 to atmos- "pheref This can be done in various ways in` the 'embodiment illustrated the `valve exposes the port f IM "and thus connects it to vthe space 62`which `is always at. brake pipe pressure. This occurs when the valve ilrisinits lower `position as shown in Figure 2.` `1When the valveis in its fupper position `as shown in' Figure 3; the'cavity 5a connects 'the port 81 vwith an exhaust portrt);

To actuate thevalve 58` use isi-made of* airliner# ential diaphragm mechanism which willlnow be described. l The valve lsconfined ina notch` a. longitudinally shliftable stem 63. 'Ifhe valve is heldto `itsfseat by abow string clearly shownl in the drawings. Theisteml t3l fis connected to the centers of two spacedldiaphragms, adsmall diaphragm $4; whose lower sideistsubjectto the pressure in the chamber 52, and a larger diaphragms; The upper `face ofdiaphragm 163 is subject to atmospheric pressure; admitted'lby port i1. Thespace 166 between the two diaphragmsi's f' in communication `with the vacuum` `train 4pipe by way-ofachoke68;` i A As clearly shown in the drawings -dia` phragms are clamped `attheir centers" Vto the stem $3 which is provided with thrustplates of familiar form. The entire diaphragm assembly is baseddownward, that isltoward "the :position of VZzligure 2i bylacoil compression springt!) 'which y reacts between a springv seat "H carried by the n upper end of stem 53 and an adjustable! spring 'seat "I2` which is threaded in the cap T35 This :cap coniines 'the margin of the largerdiaphragm 65. `Ac'l'iec'l: nut "Iv-4 is used to lock the Aspring seat-12in its adjustedpositions. i ,l The areas offthe two diaphragms 54 and 6 and the loaden` the spring $9 are so coordinated as to harmonize the applicationszproduced by reductions of pressure inthe *brake pipe `-ll and by the resulting increases of pressure in the vacuum 4train -pipe 2 8. 4One satisfactory interrelation 'is suchthat when an absolute :pressure Vof 5 lbs. :per square inch is effective in thel'chamber 6,6, a brake pipe pressure of 70. lbs. gauge acting in `pl'nagm iisrwloose` lower face 4'ssubect to the lpressure in thechamber 66 between the two die system with familiar.

Under existing conditions switching engines l operatedby army personnel are sometimes connected cars having automatic pressure brakes and at other timeswitn cars having vacwuum brakes. The invention affords the famili-ar type of control without regard to the typeof` brakes usedon the cars attached -to the particular locomotive. l

`While one embodiment of the invention anda slight modification thereof have been described in considerable detail, that embodiment should be regarded as illustrative and not limiting, the

scope'of the invention being deflnedonly bythe claims. Y

` What is claimed is: l

"11. `'Ihe combination `of a normally charged brakepipeoperatingon the automatic principle;

a normally evacuated train l pipe operating on 'the vacuum principle; a normally closed application valve for admitting air to the vacuum train pipe;`

a pressure `rnotor for vopening said valve; and a l .coordinating valve for admitting pressureyfluid to .said motor in response to a brake pipe pressure reduction and then exhausting said motor-in ren spouse `to a rise of vacuum `trai-n `pipe pressure comprising a valve having alternative admission` :and exhaust positions, two movable actuating abutmentsftherefor on which' respectively brake .pipe and vacuum train pipe pressures act to move the valve toward Vennemi-st position; and .means for biasing said valve toward admission position.

2. The combination of a `normally clcialistt brake pipe operating` 0n `the automatic principle: a normally :evacuated trainppeoperating on the vacuum principle; f `a.x1or1r1al1ly Lclosed application valvef-.or admitting air tothe vacuum :train pipe;

l mi

a pressure motor for opening -saidval-ve; and ,a .coordinating valvefor admitting pressureilu-id from the brake pipe to `said motor in response to a brake pipe` pressure reduction and then exhausting :said motorlin responselto a rise of vac- 1i-um trai-n pipe pressure lcomprising a, valve having alternative admission .and exhaust positions,` r

two movable actuating abutments therefor` on which `respectively brake` pipe and yacuumtrain chamber -62 will just overcome the stress exerted by 4spring 69. The aboves-values 1are given on the assumption that the normal brake pipe 'pressure is 70 lbs. gauge.` If `the brake `pipe `pressurei-s reduced below `7'0-jlbs., 'the sprin`g"69 will move the valve to the application position shown in` Figure 2. This results `in opening of the valve 5| so that the pressure between diaphragm 64 and 65 will rise andmovethe valve 58 back to the position shown in Figure .3. It follows that pressure in vacuum train pipe will rise from its normal running pressure of 5 lbs. absolute as presprior art so far as is known to applicant, the vac-` uum system has been the dominant system.

An important feature of the present invention is that the automatic pressure system is believed to be the better system and in any event is the sure in the brake pipe falls from its normal runl pipe pressures act `to move the valve toward ex` haust position; and means includingoneofsaid abutments exposed to atmospheric `pressure for y biasing .said valvejtoward admission position. n

3. The combination ,of y "a normally charged brake pipe voperatingon the automatic principle; anormaIIy evacuated .train pipe operating on the vacuum principle; a normally closed application n valve for admitting air to thevacuum train pipe; a pressure motor for opening said valve; and a coordinating valve for admitting pressure fluid to said motor in response to a brake pipe pressure reduction and then exhausting said motor in response to a rise of vacuum train pipe pressure comprising a valve having alternative admission and exhaust positions, two movable actuating a-butments therefor on `which respectively lbrake pipe and vacuum train pipe pressures act` to move the jvalve toward exhaust position;

means for biasing said valve toward admission position; and flow-.restricting means for delaying the effect of changing `vacuum train pipe pressure on therelated abutment. Y

4. The combinationlof an automatic air brake system having a brakepipe and an engineers brake valve .for controlling the pressure therein; a vacuum brake system having a vacuumA train pipe, evacuating means, a release valve op` `which American enginev drivers are erable to connect vthe vacuum 4train pipe with the evacuating means and an application valve operable-to admit atmospheric air to the vacuum trainlpipe; pressure operated means controlled fdirectly .by the engineers brake valve for operating the release valve; a lpressure motor subject to pressures in the brake pipe and in the vacuum train pipe; and means whereby said motor 4'serves-to open the application valve upon a fall of brake pipe lpressure and thereafter close it upon a corresponding rise of vacuum train pipe pressure. Y

x5. The combination of an automatic air Ibrake system havinga brake -pipe and an engineers brake valve `for controlling the pressure therein; a vacuum brake system having a vacuum, train pipe, evacuating means, a release valve operable Ato `connect the vacuum train pipe with the evacuyating means and an application valve operable to admit atmospheric air to the vacuunr train pipe; pressure operated means controlled directly by the `engineers brake valve for operating the release valve; a pressure motor subject to pressures in the brake pipe and in the vacuumtrain apipe; la |pilot valve shiftable by said pressure motor; `and an application motor controlled by said pilot valve and serving to control the opening and closing of the application valve.

6. The combination of a locomotive brake equipment including an automatic brake valve and a brake pipe; a vacuum train pipe; evacuating means; a pressure operated release valve for connecting the vacuum train pipe with the evacuating means, and alternatively interrupting such connection; means whereby` said release valve is controlled directly by the engineers brake valve; a pressure operated application valve for connecting the vacuum train pipe to atmosphere; a pilot valve for controlling said application valve; and -means controlled jointly by brake pipe lpressure and vacuum train pipe pressure 'and arranged to` actuate the pilot valve.

7. The combination dened in claim 6 in which the pressure operated application valve and pressure operated release valve are each of the largecapacity poppet type and are spring biased in a closing direction and the operating means for each thereof comprises a single-acting movable abutment.

8. The combination of a locomotive brake equipment including an automatic brake Valve having a governor port in which different pressures exist, for release conditions and for application conditionsand a brake pipe; a vacuum train pipe; evacuating means; a.l pressure operatedrev lease valve for connecting the vacuum train pipe with the evacuating means, and alternatively interrupting such connection; means whereby said release valve is sulbject to pressures existing in the governor port of the engineers brake valve; a pressure operated application valve for connecting the vacuum train pipe to atmosphere; a pilot valve for controlling said application valve and means controlled jointly by brake pipe pressure and vacuum trainfpilpe pressure and arrangedy to actuate the pilot valve. v

9. The combination of va locomotive `brake equipment including an automatic brake valve and a brake pipe; a vacuum train pipe; evacuating means; a pressure operated release valve for `connecting the vacuumtrain pipe with theevacuting means, and alternativelyv interrupting such connection; means whereby said release valve is controlled directly by the engineers brakevalve; a lpressure operated application valve for' connecting the vacuumA train pipe'to atmosphere; a

shiftable admission andexhaust slide valve serving to control the operatingpressure for saidapplication valve; and a differential diaphragm mechanism controlled conjointly by (brake pipe and vacuum train pipe pressures and arranged .to shift said slide valve.

; 10. In a dual 'braking system, the combination of an automatic brake system comprising a `normally charged brake pipe-and an engineers brake Valve operable to control brake pipe pressure;` a

vacuum brake system including avnormally evac- I uated train pipe; ya self-lapping valve for admitting air to the vacuum train pipe comprising vvalve opening meansy responsive to a fall of brake pipe pressure and valve closing means responsive to a rise of vacuum train pipe pressure; and means controlled by the engineers brake Valve for evacuating the vacuum brake [pipe when the brake valve functions to charge the brake pipe.

11. The combination of an automaic air brake system including a normally charged brake pipe; 

